EP1525414A1 - Method for operating an automatic transmission of a turbocharged internal combustion engine - Google Patents

Method for operating an automatic transmission of a turbocharged internal combustion engine

Info

Publication number
EP1525414A1
EP1525414A1 EP03766159A EP03766159A EP1525414A1 EP 1525414 A1 EP1525414 A1 EP 1525414A1 EP 03766159 A EP03766159 A EP 03766159A EP 03766159 A EP03766159 A EP 03766159A EP 1525414 A1 EP1525414 A1 EP 1525414A1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
torque
automatic transmission
motor vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03766159A
Other languages
German (de)
French (fr)
Inventor
Peter Janssen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Publication of EP1525414A1 publication Critical patent/EP1525414A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/435—Supercharger or turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/26—Inputs being a function of torque or torque demand dependent on pressure
    • F16H59/32—Supercharger pressure in internal combustion engines

Definitions

  • the invention relates to a method for operating an automatic transmission of a turbocharged supercharged internal combustion engine according to the preamble of claim 1.
  • Combustion engines charged by means of a turbocharger always have a weak start-up behavior compared to naturally aspirated engines, since the turbocharger first has to deliver sufficient boost pressure before full torque is available. This applies particularly in connection with an automatic converter transmission.
  • the power delivery also has an inhomogeneous effect.
  • Engine speed increases. This causes the engine to crank up under a load that rises rapidly with engine speed, thus avoiding high engine speeds.
  • an internal combustion engine charged by means of a turbocharger has practically no boost pressure in the range of the idling speed and therefore only little available power.
  • the internal combustion engine would have to be turned up quickly so that there was sufficient exhaust gas to operate the turbocharger.
  • a quick turn up is inhibited by the characteristics of the torque converter.
  • the object of the invention is therefore to create a method according to the preamble of claim 1 in order to improve the starting behavior of an internal combustion engine charged by means of a turbocharger.
  • the torque converter usually serves as a starting element, the functional clutches being too weak as a starting element and therefore unsuitable , Because, when starting the motor vehicle, the corresponding functional clutch initially slips specifically for a short, predetermined period in which a sufficient boost pressure is built up by the turbocharger, the internal combustion engine can run up almost freely, so that corresponding exhaust gas for driving the turbocharger is produced.
  • the functional clutch Due to the short period of time, which is preferably in the range of approximately 100 to 250 ms and in which the functional clutch is allowed to slip, the functional clutch is closed again when the full engine torque and the full converter gain are available. The actual starting process then takes place via the torque converter.
  • the slip phase is kept very short and is in a range in which high torque is not yet available, the power input on the functional clutch remains low. This can be handled by a normal function coupling. It is estimated that the power input into the functional clutch is at most half of a full-load upshift.
  • 1 and 2 each schematically show a diagram with a typical image for a starting behavior with and without support.
  • the pedal for starting the motor vehicle is depressed, this is represented by curve A, which is subjected to an abrupt change with and without assistance when pedaling in order to better illustrate the difference between the starting processes.
  • the engine speed which is shown with the support of curve B and without the support of curve B ', initially has idling speed and increases with a slight delay after the pedal has been actuated.
  • the functional clutch is caused to grind in order to support the starting process.
  • the turbine speed of the functional clutch is represented by curve C, which is zero when idling.
  • the rising edge of curve C extends over a predetermined period of time (here, for example, about 100 ms).
  • the turbine speed of the functional clutch then drops again to zero.
  • the integral over curve C represents the power input in the functional coupling, i.e. the heat to be absorbed.
  • the starting support results in an improved starting performance and an improved spontaneity of the drive train with an acceleration peak G at the start of starting due to the brief slippage of the functional clutch.
  • This also results in improved driving performance data, the achievement of a predetermined final speed of zero being improved, as can be seen from a comparison of the curves F and F '.
  • a more homogeneous power delivery is achieved.
  • the starting behavior corresponds in this respect, although the converter is used for starting, in the behavior of a combination of the positive properties of a converter and a wet, oil-cooled clutch which is otherwise used as an alternative in automatic transmissions.
  • the converter characteristic is adapted to the respective dynamic operating point.

Abstract

The invention relates to a method for operating an automatic transmission comprising a torque converter and at least one functional clutch, said automatic transmission belonging to a motor vehicle having an internal combustion engine with an increasing torque characteristic curve in the lower rotational speed range, more particularly an internal combustion engine charged with a turbocharger, wherein the start is carried out via the torque converter. During the start of the motor vehicle, the functional coupling used for said purpose is initially allowed to slip during a short, predetermined period until a starting torque that is higher than idling is built up.

Description

Verfahren zum Betreiben eines Automatikgetriebes eines Turbolader-aufgeladenen Verbrennungsmotors Method for operating an automatic transmission of a turbocharged supercharged internal combustion engine
Die Erfindung betrifft ein Verfahren zum Betreiben eines Automatikgetriebes eines Turbolader-aufgeladenen Verbrennungsmotors nach dem Oberbegriff des Anspruchs 1.The invention relates to a method for operating an automatic transmission of a turbocharged supercharged internal combustion engine according to the preamble of claim 1.
Mittels Turbolader aufgeladene Verbrennungsmotoren haben im Vergleich zu gleichstarken Saugmotoren immer ein schwaches Anfahrverhalten, da der Turbolader erst einen genügenden Ladedruck liefern muß, bevor das volle Drehmoment zur Verfügung steht. Dies gilt insbesondere in Verbindung mit einem Wandler-Automatikgetriebe. Auch wirkt hierbei die Leistungsentfaltung inhomogen.Combustion engines charged by means of a turbocharger always have a weak start-up behavior compared to naturally aspirated engines, since the turbocharger first has to deliver sufficient boost pressure before full torque is available. This applies particularly in connection with an automatic converter transmission. The power delivery also has an inhomogeneous effect.
Der Grund für dieses Anfahrverhalten liegt in der Charakteristik des Drehmomentwandlers begründet, die in einem Betriebspunkt quadratisch mit der The reason for this starting behavior is due to the characteristic of the torque converter, which is square with the operating point
Motordrehzahl ansteigt. Dies führt zu einem Hochdrehen des Verbrennungsmotors unter einer Last, die mit der Motordrehzahl schnell ansteigt und somit hohe Motordrehzahlen vermeidet.Engine speed increases. This causes the engine to crank up under a load that rises rapidly with engine speed, thus avoiding high engine speeds.
Ein mittels Turbolader aufgeladener Verbrennungsmotor hat jedoch im Bereich der Leerlaufdrehzahl praktisch keinen Ladedruck und somit nur wenig sofort zur Verfügung stehende Leistung. Um schnell Ladedruck und somit Drehmoment aufbauen zu können, müßte der Verbrennungsmotor schnell hochgedreht werden, damit hinreichend Abgas vorhanden ist, um den Turbolader zu betreiben. Ein schnelles Hochdrehen wird aber durch die Charakteristik des Drehmomentwandlers gehemmt.However, an internal combustion engine charged by means of a turbocharger has practically no boost pressure in the range of the idling speed and therefore only little available power. In order to build up boost pressure and thus torque quickly, the internal combustion engine would have to be turned up quickly so that there was sufficient exhaust gas to operate the turbocharger. However, a quick turn up is inhibited by the characteristics of the torque converter.
Aufgabe der Erfindung ist es daher, ein Verfahren nach dem Oberbegriff des Anspruchs 1 zu schaffen, um das Anfahrverhalten eines mittels Turbolader aufgeladenen Verbrennungsmotors zu verbessern.The object of the invention is therefore to create a method according to the preamble of claim 1 in order to improve the starting behavior of an internal combustion engine charged by means of a turbocharger.
Diese Aufgabe wird entsprechend dem kennzeichnenden Teil des Anspruchs 1 gelöst.This object is achieved in accordance with the characterizing part of claim 1.
Bei einem einen Drehmomentwandler und wenigstens eine Funktionskupplung, womit beispielsweise der Gang eingelegt (N ■=£> D Schaltung) oder eine Gangschaltung durchgeführt wird, umfassenden Automatikgetriebe dient der Drehmomentwandler üblicherweise als Anfahrelement, wobei die Funktionskupplungen als Anfahrelement zu schwach ausgelegt und damit ungeeignet sind. Dadurch, daß man aber beim Anfahren des Kraftfahrzeugs die entsprechende Funktionskupplung zunächst gezielt während eines kurzen, vorbestimmten Zeitraums, in dem ein genügender Ladedruck von dem Turbolader aufgebaut wird, schlupfen läßt, kann der Verbrennungsmotor nahezu frei hochlaufen, so daß entsprechend Abgas zum Antreiben des Turboladers erzeugt wird. Aufgrund des geringen Zeitraums, der vorzugsweise im Bereich von etwa 100 bis 250 ms liegt und in dem man die Funktionskupplung schlupfen läßt, ist die Funktionskupplung schon wieder geschlossen, wenn das volle Motormoment und die volle Wandlerverstärkung zur Verfügung stehen. Der eigentliche Anfahrvorgang findet anschließend über den Drehmomentwandler statt.In the case of an automatic transmission comprising a torque converter and at least one functional clutch, with which, for example, the gear is engaged (N ■ = £> D shift) or a gear shift is carried out, the torque converter usually serves as a starting element, the functional clutches being too weak as a starting element and therefore unsuitable , Because, when starting the motor vehicle, the corresponding functional clutch initially slips specifically for a short, predetermined period in which a sufficient boost pressure is built up by the turbocharger, the internal combustion engine can run up almost freely, so that corresponding exhaust gas for driving the turbocharger is produced. Due to the short period of time, which is preferably in the range of approximately 100 to 250 ms and in which the functional clutch is allowed to slip, the functional clutch is closed again when the full engine torque and the full converter gain are available. The actual starting process then takes place via the torque converter.
Weil die Schlupfphase sehr kurz gehalten wird und in einem Bereich liegt, in dem noch kein hohes Drehmoment zur Verfügung steht, bleibt der Leistungseintrag an der Funktionskupplung gering. Dies kann somit von einer normalen Funktionskupplung verkraftet werden. Es wird geschätzt, daß der Leistungseintrag in die Funktionskupplung allenfalls die Hälfte einer Vollasthochschaltung beträgt.Because the slip phase is kept very short and is in a range in which high torque is not yet available, the power input on the functional clutch remains low. This can be handled by a normal function coupling. It is estimated that the power input into the functional clutch is at most half of a full-load upshift.
Fig. 1 und 2 zeigen jeweils schematisch ein Diagramm mit einem typischen Bild für ein Anfahrverhalten mit und ohne Unterstützung.1 and 2 each schematically show a diagram with a typical image for a starting behavior with and without support.
Hierin ist jeweils auf der Abszisse die Zeit in [s] und auf der Ordinate in willkürlichen Einheiten die Pedalbetätigung, die Fahrzeugbeschleunigung, die Motordrehzahl, die Turbinendrehzahl der Funktionskupplung, die Fahrzeuggeschwindigkeit und das Motordrehmoment dargestellt.This shows the time in [s] on the abscissa and the pedal actuation, the vehicle acceleration, the engine speed, the turbine speed of the functional clutch, the vehicle speed and the engine torque in arbitrary units on the ordinate.
Zu einer bestimmten Zeit wird das Pedal zum Anfahren des Kraftfahrzeugs getreten, dies ist durch die Kurve A dargestellt, die zur besseren Verdeutlichung des Unterschieds zwischen den Anfahrvorgängen mit und ohne Unterstützung beim Treten einer abrupten Änderung unterworfen wird. Die Motordrehzahl, die mit Unterstützung durch die Kurve B und ohne Unterstützung durch die Kurve B' dargestellt ist, hat zunächst Leerlaufdrehzahl und steigt mit einer geringen Zeitverzögerung nach der Betätigung des Pedals an. Gleichzeitig wird beim Anstieg der Motordrehzahl bewirkt, daß die Funktionskupplung zu schleifen beginnt, um die Unterstützung des Anfahrvorgangs zu bewirken. Die Turbinendrehzahl der Funktionskupplung ist durch die Kurve C dargestellt, diese ist im Leerlauf null. Die Anstiegsflanke der Kurve C erstreckt sich über einen vorbestimmten Zeitraum (hier beispielsweise etwa 100 ms). Danach fällt die Turbinendrehzahl der Funktionskupplung wieder auf null ab. Das Integral über die Kurve C stellt den Leistungseintrag in die Funktionskupplung, d.h. die hiervon aufzunehmende Wärme, dar.At a certain time, the pedal for starting the motor vehicle is depressed, this is represented by curve A, which is subjected to an abrupt change with and without assistance when pedaling in order to better illustrate the difference between the starting processes. The engine speed, which is shown with the support of curve B and without the support of curve B ', initially has idling speed and increases with a slight delay after the pedal has been actuated. At the same time, when the engine speed rises, the functional clutch is caused to grind in order to support the starting process. The turbine speed of the functional clutch is represented by curve C, which is zero when idling. The rising edge of curve C extends over a predetermined period of time (here, for example, about 100 ms). The turbine speed of the functional clutch then drops again to zero. The integral over curve C represents the power input in the functional coupling, i.e. the heat to be absorbed.
Durch das Schleifenlassen der Funktionskupplung erhöht sich die Motordrehzahl entsprechend der Kurve B schneller als ohne Unterstützung. Dadurch wird auch das Motordrehmoment (Kurve D mit und Kurve D' ohne Unterstützung) und damit die Beschleunigung (Kurve E mit und Kurve E' ohne Unterstützung) entsprechend erhöht, so daß auch die Fahrzeuggeschwindigkeit (Kurve F mit und Kurve F' ohne Unterstützung) entsprechend im Bereich, in dem die Funktionskupplung schlupft, gegenüber der Fahrzeuggeschwindigkeit ohne Unterstützung gemäß Kurve F' ansteigt.Letting the function clutch grind increases the engine speed according to curve B faster than without support. As a result, the engine torque (curve D with and curve D 'without support) and thus the acceleration (curve E with and curve E' without support) is increased accordingly, so that the vehicle speed (curve F with and curve F 'without support) accordingly in the area in which the functional clutch slips rises compared to the vehicle speed without support according to curve F '.
Wie in den Fig. 1 und 2 dargestellt ergibt sich somit durch die Anfahrunterstützung infolge des kurzzeitigen Schlupfes der Funktionskupplung eine verbesserte Anfahrleistung und eine verbesserte Spontaneität des Triebstrangs mit einem Beschleunigungspeak G bei Beginn des Anfahrens. Ferner ergeben sich hierdurch verbesserte Fahrleistungsdaten, das Erreichen einer vorbestimmten Endgeschwindigkeit von null wird verbessert, wie sich aus einem Vergleich der Kurven F und F' ergibt. Außerdem wird eine homogenere Leistungsentfaltung erzielt. Das Anfahrverhalten entspricht insofern, obwohl der Wandler zum Anfahren verwendet wird, im Verhalten einer Kombination der positiven Eigenschaften eines Wandlers und einer sonst alternativ bei Automatikgetrieben verwendeten nassen, ölgekühlten Kupplung. Diese Vorteile sind im übrigen unabhängig davon, ob eine Wandlerkupplung später beim Anfahren verwendet wird oder nicht.As shown in FIGS. 1 and 2, the starting support results in an improved starting performance and an improved spontaneity of the drive train with an acceleration peak G at the start of starting due to the brief slippage of the functional clutch. This also results in improved driving performance data, the achievement of a predetermined final speed of zero being improved, as can be seen from a comparison of the curves F and F '. In addition, a more homogeneous power delivery is achieved. The starting behavior corresponds in this respect, although the converter is used for starting, in the behavior of a combination of the positive properties of a converter and a wet, oil-cooled clutch which is otherwise used as an alternative in automatic transmissions. These advantages are independent of whether a converter clutch is used later when starting or not.
Auch bei Verbrennungsmotoren ohne Turboaufladung, die eine ansteigende Drehmomentenkennlinie aufweisen, ergeben sich die entsprechenden, beschriebenen Vorteile, allerdings sind diese weniger ausgeprägt als bei einem Verbrennungsmotor mit Turboaufladung.The corresponding advantages described also result in internal combustion engines without turbocharging, which have an increasing torque characteristic, but these are less pronounced than in an internal combustion engine with turbocharging.
Durch ein Schlupfenlassen der Funktionskupplung insbesondere beim Anfahren des Kraftfahrzeugs wird die Wandlercharakteristik an den jeweiligen dynamischen Betriebspunkt angepaßt. By slipping the functional clutch, especially when starting the motor vehicle, the converter characteristic is adapted to the respective dynamic operating point.

Claims

Patentansprüche claims
1. Verfahren zum Betreiben eines einen Drehmomentwandler und wenigstens eine Funktionskupplung aufweisenden Automatikgetriebes eines einen Verbrennungsmotors mit ansteigender Drehmomentenkennlinie im unteren Drehzahlbereich, insbesondere eines mit einem Turbolader aufgeladenen Verbrennungsmotor, aufweisenden Kraftfahrzeugs, bei dem der Anfahrvorgang über den Drehmomentwandler vorgenommen wird, dadurch gekennzeichnet, daß man beim Anfahren des Kraftfahrzeugs die hierbei verwendete Funktionskupplung zunächst während eines kurzen, vorbestimmten Zeitraums, bis ein im Vergleich zum Leerlauf erhöhtes Anfahrmoment aufgebaut ist, schlupfen läßt.1.Method for operating an automatic transmission having a torque converter and at least one functional clutch of a motor vehicle having an internal combustion engine with increasing torque characteristic in the lower speed range, in particular a motor vehicle charged with a turbocharger, in which the starting process is carried out via the torque converter, characterized in that When starting the motor vehicle, the functional clutch used here initially slips for a short, predetermined period of time until an increased starting torque is built up compared to idling.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, daß der vorbestimmte Zeitraum auf eine Zeit zwischen etwa 100 und etwa 1000 ms, insbesondere zwischen etwa 100 und etwa 250 ms, eingestellt wird.2. The method according to claim 1, characterized in that the predetermined period is set to a time between about 100 and about 1000 ms, in particular between about 100 and about 250 ms.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß man die Funktionskupplung solange schlupfen läßt, bis ein genügender Ladedruck durch den Turbolader aufgebaut ist.3. The method according to claim 1 or 2, characterized in that the functional clutch is allowed to slip until a sufficient boost pressure is built up by the turbocharger.
4. Verfahren zum Betreiben eines einen Drehmomentwandler und wenigstens eine Funktionskupplung aufweisenden Automatikgetriebes eines einen Verbrennungsmotors mit ansteigender Drehmomentenkennlinie im unteren Drehzahlbereich, insbesondere eines mit einem Turbolader aufgeladenen Verbrennungsmotor, aufweisenden Kraftfahrzeugs, bei dem der Anfahrvorgang über den Drehmomentwandler vorgenommen wird, insbesondere nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß eine Funktionskupplung derart gesteuert wird, daß hiermit die Wandlercharakteristik an den jeweiligen dynamischen Betriebspunkt angepaßt wird. 4.Method for operating an automatic transmission having a torque converter and at least one functional clutch of a motor vehicle having an internal combustion engine with increasing torque characteristic in the lower speed range, in particular a combustion engine charged with a turbocharger, in which the starting process is carried out via the torque converter, in particular according to one of the claims 1 to 3, characterized in that a functional clutch is controlled in such a way that the converter characteristic is adapted to the respective dynamic operating point.
EP03766159A 2002-07-29 2003-07-14 Method for operating an automatic transmission of a turbocharged internal combustion engine Withdrawn EP1525414A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10234428 2002-07-29
DE10234428A DE10234428A1 (en) 2002-07-29 2002-07-29 Method for operating an automatic transmission of a turbocharged supercharged internal combustion engine
PCT/EP2003/007571 WO2004013520A1 (en) 2002-07-29 2003-07-14 Method for operating an automatic transmission of a turbocharged internal combustion engine

Publications (1)

Publication Number Publication Date
EP1525414A1 true EP1525414A1 (en) 2005-04-27

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EP03766159A Withdrawn EP1525414A1 (en) 2002-07-29 2003-07-14 Method for operating an automatic transmission of a turbocharged internal combustion engine

Country Status (6)

Country Link
US (1) US20050153815A1 (en)
EP (1) EP1525414A1 (en)
JP (1) JP2005534875A (en)
AU (1) AU2003250941A1 (en)
DE (1) DE10234428A1 (en)
WO (1) WO2004013520A1 (en)

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DE102006018057A1 (en) * 2006-04-19 2007-11-08 Zf Friedrichshafen Ag A method of operating a parallel hybrid powertrain of a vehicle having at least one internal combustion engine and at least one electrical machine
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CN102345735B (en) * 2011-09-21 2013-09-18 山推工程机械股份有限公司 Locking and unlocking method and related device applied to hydraulic torque converter of engineering machine

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Also Published As

Publication number Publication date
DE10234428A9 (en) 2004-09-09
DE10234428A1 (en) 2004-02-12
WO2004013520A1 (en) 2004-02-12
US20050153815A1 (en) 2005-07-14
AU2003250941A1 (en) 2004-02-23
JP2005534875A (en) 2005-11-17

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